Draft and buffing gear



Oct. 8, 1940.

J. H. LINK DRAFT AND BUFFING GEAR Filed July 9, 1957 Fi i 2 Sheets-Sheet 2 Inverzbr' John/K1; ill/f,

Patented Oct. 8, 1940 John H. Link, Marian,- 15., senior to w. n.

Miner, Inc, Chicago, 11]., a corporation of Dela- ApplicationfJulyS); 1937; Serial No. 152,773

4C1ai mSL (01.21am) f 1 This invention relates to improvements in draft and bufling gears especially adapted for use in connection withminecars. l

-one object of'the invention is to provide a simple and eflicient combineddraft and buffing gear for mine cars so designedas to facilitate ready mounting of the gear on theend of the'car. A 'mQr'e specific object of the invention is to provide agear of the characterspecifled in the i v H preceding paragraph including abufiing head and I ad'raft element which are relatively movableand yieldinglyresisted in their relative movement by shock absorbing means, together with readily attachable supporting means of simpledesign con- 1. necting thebufiing headto the end of the car forholding the parts of themechanism assembled and limiting outward movement of the buffing head.

Other objects of the'invention will more clearly '20 appear from the description andclaims hereina'fter following. j v

In the" drawings forming a part of this specifi: cation," Figure 1 'is a horizontal sectional view transversely of the end of a mine car, correspond 25 .ing substantially to the offset line l| 'of Figure 2', illustrating my improved combined draft and buflinggear in connection therewith; the gear beingshown partly in top plan and partly in horizontal" section on said line l-I. Figure 2 is 30 a part front elevational View and part vertical sectional view ofthestructureillustrated in Figure 1 corresponding substantially to the offset line 2 -2 of Figure 1. Figures 3 and 4 are vertical sectional views; corresponding respectively to 35 the lines 3-3 and 4-4 of Figure 2. Figure 5 is a view similar to Figure 1, illustrating the man-,- ner of attaching the combined draft and buffing mechanismto the end of the carqthe attaching lug or bracket at; the right hand side of the 10 mechanism being shown in one position in dotted lines and in another position in full lines, the dotted line position corresponding to that shown inFigure 1 and the full line position showing the w lug or bracket swung to one side to facilitate ap- 5 plication of the bufling head.

In said drawings, I0 indicates the vertical end wall of a mine car and H the floor of the car, which, as is the usual practice, is depressed at the central portion of the car, as indicated at i2.

50 The end wall I0 is provided with an outwardly extending horizontal bottom flange I3, which is spaced above the bottom wall of the depressed floor section [2 and is cut away at the, center, as H indicated at H3. As shown most clearly in Figures 3 and 4, the floor section l2 has an upstand- 25, which serve to center the springs. 'rear of the buffing head A, the side walls 2020 ing vertical flange 14 at its outer end parallel to the Wall l0 and slightly to the rear of the latter. A transversely extending channel member I5 is disposed between the projecting flange portion. lip of the wall I0 and a bottomplate l6 secured to and I projecting outwardly from the depressed floor section l2. The channel member [5 is, in effect, an end sill member. This channel mem ber I5 has the web thereof disposed vertically and the top and bottom flanges projecting outwardly as clearly shown in Figures 3 and 4.' The top and bottom flanges of the channel member l5, respectively, abut the underneath side of the side of the plate It and are secured thereto in any suitable manner, preferably by rivets, as shown. The vertical web of the channel member abutstheouter face of the upturned flange M of v the floor section I2. At the opposite ends, the vertical web of the channel member isprovided with rearwardly extending flanges 'I|ll, as shown in Figures 1 and 5, which are secured to upstanding side flanges lB-IB of the floor section I2. v

In carrying out my invention, I mount the parts of the combined gear between the top and bottom flanges of the channel member I5, said channel member thus forming a partial housing for the mechanism. My improved mechanism proper comprises broadly a bufling head A; a draftmember B; combined supporting and guide brackets or lugs C-C; two cushioning springs DD; and a coupling pin E.

The bufling head A is in the form of a hollow member having spaced horizontal top and bottom walls I9.l9, spaced vertical side walls 2020, and a transverse front wall 2|. The front wall 2| presents an outer curved bufling surface, as clearly shown in Figure l. t The bottom wall'l9 is provided with a central opening 22 adapted to accommodate the bottom end of'the pinE. The top wall IQ of thebuffing head A is provided with a central opening 23, which is somewhat longer thanthe opening 22, as clearly shown in Figure 3. The opening 23 is of such a length as to per mit the'necessary swinging movement of the pin E to actuate the draft member during the draft action of. the gear. Near the opposite ends, the front wall 2! of the bufllng head A is provided with interior spring seats24 having central bosses At the thereof are provided with laterally inturned flanges 26-46 which form retaining and stop shoulders, as hereinafter pointed out.

flange 13 of. the end wall III of the car and, the top other of; the yoke.

The draft member B is in the form of a casting or forging having a vertical transverse rear section 21 and a forwardly extending central yoke member 28 formed integral with said section 21. The section 2'! has spring seats 29-29 at opposite sides thereof on which the inner ends of the springs D-D are seated. As clearly shown in Figures 1 and 2, the springs D-D are two in number and are disposed at'opposit'e sides of the yoke section '28 of the draft member B. The front ends of the springs D-D engage the spring seats 24-24 of the buffing head A and are held in .centered position by the bosses 25-25, which engage within the coils of the springs. The yoke section 28 of the draft member. B is closed at both ends, as shown in Figures 1, 3, and 5, 'and is of the vertical section shown in Figure 3. The rear end portion of the yoke section 28 is provided with top and bottom walls 30-30, as clearly shown in Figure 3, thereby providing top and bottom openings 3|-3| at the forward end thereof, which extend from' one side wall to the The top opening 3| is of greater size lengthwise of theyoke than the bottom opening 3| and has the front wall thereof inclined outwardly, as indicated at 32, to accommodate the coupling pin for swinging movement. The front wall of the yoke is cut away near the bottom, as indicated at 33, said cut away portion forming a continuation of the bottom opening 3| and accommodating the lower end of the coupling pin E in its swinging movements. As shown in Figure 2, the forward end of the yoke is normally spaced inwardly from the transverse front wall 2| of the buffing head A so as to permit of the necessary rearward movementof the buffing'li'ead during a buffing action of the gear. The innerend portion of the draft member B, as clearly shown in Figure 4, is arranged between the top and bottom flanges of the channel member I5 and is thus supported by the channel member.

' The combined guide and supporting brackets or lugs 0-0 are disposed at opposite sides of the mechanism and serve to support and guide the buffing head A and also limit its outward movement. Each bracket C is of L-shaped form in'pl'ari, as clearly shown in Figures 1 and 5. Each bracket C has a forwardly projecting guide arm 34' whichextends into the buffing head A between the top and bottom walls |9-|9 thereof.

The arm 34 comprises top and bottom hori- 'Zontal platelike sections '35-'35 connected by a vertical web 36. At the inner end of the arm 34, the bracket C is provided with spaced top and bottom securing flanges 31-31 which form continu ations of the platelike sections 35-35 of said arm. As shown in Figures 1 and 2, the flanges 31-3! fitbetween the top and bottom flanges of the channel member l5 and are secured thereto'by rivets. The arm portions 34-34 of the L-shaped' brackets C-C project from the channel member |5 at right angles to the length of the latter. Each arm 34 is provided with a laterally projecting stop shoulder 38 thereon which is in the form of a vertically disposed rib on the outer side of the web 36 of said arm. The stop shoulders of the twoarms overhang the two inturned flanges 26-26 of the bufiing head A and thus limit outward movement of the latter, The buffing head is thus securely anchored to the'end sill of the car andsupports the draft member B over which it is telescoped. As shown clearly in Figures 1 and 5, the top andbottom platelike sections ,35-35 and 3535 of the arms 34-34 of the brackets 0-0 are cut away on the outer sides of said arms rearwardly of the stop ribs 38-38 to accommodate the inwardly projecting flange portions 26-26 of the bufling head A. Each flange 31 of each 5 bracket 0 is preferably provided with two rivet receiving openings 39-39, said openings being located as indicated in Figures 1 and 5 and receiving the securing rivets 40-40 which also extend through suitable openings in the top and 10 bottom flanges of the channel member I5. The rivet openings 39-39 and 39-39 of the top and bottom flanges 31-31 are preferably in vertical alignment.

The coupling pin E comprises a substantially l5 cylindrical shank portion having an annular flange 4| at it slower end and threaded at its upper end. The pin E extends through the openings of the buffing head A and the draft member B and through the opening of the usual 20 coupling link, which is indicated at 42, and

serves to couple one car to another. The threaded upper end portion of the pin E projects above said link 42 to receive the nut 43. The nut 43 serves to prevent dropping of the pin through theopening of the link 42. The nut is preferably locked against accidental removal in a wellknown manner by a cotter pin 44 extending throughthe extremity of the threaded portion of said pin. The head 4| at the lower end of said pin by engagement with the bottom wall of the buffing head prevents accidental removal of the pin in an upward direction. The pin E forms, in effect, a lever by whichthe draft member B is pulled outwardly during a draft action. The pin E has a loose fit within the openings of the buffing head A and the draft member B whereby the pin is free to counterbalance. the link 42 and maintain the same in horizontal position to facilitate coupling with an adjacent car. As will be evident, the nut 43 of the pin E, which, in effect, serves as a head of said pin, has shouldered engagement with the upper face of the link, whereby the downward pull exerted through the weight of the pin holds the link 42 in said horizontal position. sagging of the link is thus completely avoided which is an important consideration inasmuch as trainmen are required to adjust sagging or drooping links, which is a hazardous operation. As will be understood both ends of each car are similarly equipped with this arrangement of weighted coupling pin, and when two adjacent cars are coupled the link ex tends between the same and is connected to each car by a pin. When the cars are uncoupled, the pin at one end of the link only is removed, the other pin remaining in position on its car. This last named pin thus maintains the link in hori zontal'position for coupling operations.

My improved combined draft and buffing gears are preferably assembled complete before shipment and application to cars. In assembling the draft member B, the springs D-D, and the bufling head A, the bufiing head is telescoped. over the forwardly projecting portions of the draft member and springs which have been pre' viously placed in position on the draft member, as shown in Figures 1, 3, and 4. Thepin E is then applied through the openings'of the draft member B and the head A, thereby anchoring the parts together. To apply the pin, the same is inserted in an upward direction through the. openings of the buffing head and draft member and locked against removal by the nut 43 andcooperating cotter pin 44. The parts thus as-. 15,

position shown in Figure 5, the flange 26 at the 'sembled form-a; complete unitafor shipment and application to the ear. In mounting the gear unit onthe car, one, of the brackets or lugs C is first riveted inLfixedpositionon the end sill formed xbytthe channel membergliu As shownxin the -.dr.awings in Figures 1 and 5, the left hand bracketC is the onesofixedlyriveted. The right hand bracket ;C is then-secured to the bottom flange-of the channelwmemberylB by a pin or bolt-t as .showninafull :lines in Figure 5, the bolt being loosely engaged through: the left hand opening ofsaid .bracket which opening is laterally offset with respectto the vertical plane of the armiM thereby permittingxswinging movement. of said bracket on said-pin-or bolt'as a pivot from the full line position of said bracket in Figure 5 to the dotted lineposition in Figure 5 or the full line position in Figure 1. 'Ihe assemb1ed gear comprising draft member, springs, bufiinghead A, and pin E, is then applied to the car, as shown in :Figure, .5, theflange 26 at the left-hand end of the head A, as seen in Figure 11,, being brought into ihookedengagement with the shoulder 38 of the rigidlysecured bracket C. As will be evident, with the left hand bracket C in the fullline right hand side ofthe buffing head A readily clears the stop shoulder 38 of said bracket, and

the head A may be positioned, as shown in said figure. While the head A is held in position, the bracket C is swung from the full to the dotted line position, thereby bringing the stop shoulder 38 of said bracket into operative engaging relation with the inturned flange 26 at the corresponding side of the buffing head A. The bracket C is then riveted to the flanges of the channel member l5 by first fastening the securing rivets through the openings which are unoccupied, and

then removing the bolt 45 and fastening a securing rivet through the openings from which said bolt has been removed.

Although the procedure just described of apply- 1 ing the gear to the car is the preferable one, the

gear may also be applied by assembling the draft member, coupling pin, and springs with the buffing head, as hereinbefore described, and then placing the brackets CC in position within the bufiing head with the shoulders 3838 of the arms 34-,34 of said brackets in hooked or overhanging engagement with the flanges 26-26 of the bufiing head A and finally placing the, parts in the applied position shown in Figure 1 and riveting the brackets CC to the flangesof the channel member 15.

As willbe obvious, the pinE may be readily removed and reapplied after the gear is fixed on the end of the car. To removethe pin, the same is withdrawn in a downward direction after disengaging the nut 43 from the upper threaded end of said pin. It is evident that the pin may be reversely arranged, if desired, that is, with the flange 4! at the top. This arrangement is used in case it is found desirable to apply the pin from above and withdraw the same in an upward direction.

The operation of my improved draft and buffing gear is as follows: When the bufiing head A "memberor end .sill member 15. I When a pulling force is applied .to-the' coupling link in draft, the upperend of the pinE, which, in effect, forms a lever,is moved outwardly away from the car, the lower end of the pin rocking on the bearing face formed by thGIIEflPWELH. of the bottom opening 22 of the buffing. head A; Inasmuch asthe inward movement of the bufiinghead is resisted by thev springs DD, the lever action of the pin Ewill pull the yoke outwardly away from the end of the car, thereby compressing the springs II-TD against the bufiing head. During this action the buffing head A is held against outward movement by the. stop brackets CC, the stop shoulders or which are, at this time, in engagement with the. flanges 26-2B of the head A.

Outward movement of the draft member with oppositesides; of anoutwardly movable draft member; cushioning means interposed between said buffing head and draft member; and means for anchoring said cap to the end of the car including separate supporting brackets at opposite sides of the bufiing cap, each bracket having a base portion and an outstanding arm provided with a transverse, laterally projecting flange adapted to overhang the corresponding interior shoulder, said base portion being rigidly fixed to said end of the car by vertically disposed, laterally spaced securing elements extending through said base portion, said base portion being swingableabout the vertical axis of one of said securing elements; to a required extent, prior to being fixed by all of said securing elements to clear said flange from overhanging relation to said interior shoulder, clearance being provided within said cap to permit swinging movement to said required extent.

2. In a combined draft and buffing gear for cars, the combination with an outwardly movmovable temporary attaching means for one of said brackets, extending through said first named arm for swingly supporting the same for movement about a vertical axis, the second named arm of said bracket being spaced from the corresponding spring means to provide clearance to permit swinging of said bracket to one side to position said second named arm to clear the stop shoulder thereof from the corresponding stop flange; and rivet members engageable through said first named arms of said brackets, for rigidly securing said brackets to the car.

3. In a combined draft and bufiing gear for cars, the combination with a hollow bufiin-g cap mounted for movement inwardly of the end of the car, said head having inwardly facing shoulders at opposite ends thereof; of means for anchoring said cap to the end of the car and limiting outward movement thereof, comprising a pair of laterally spaced L-shaped brackets, each having one arm extending transversely of the end of the car and the other arm thereof outstanding from said end of the car and having a shoulder in overhanging engagement with the corresponding shoulder of said cap, each of said brackets having the transversely disposed arm thereof anchored to the end of the car by a securing element extending through said last named arm and on which said bracket may be swung to clear the shouldered end thereof from the shoulder of said cap, clearance being provided within said cap for permitting the required swinging movement of said brackets; and means for securing said arm against swinging movement.

4. In a combined draft and bufling gear for cars, the combination with a hollow buifing cap mounted on the end of the car, said cap having interior laterally inwardly directed stop flanges at opposite sides thereof; of a pair of spaced supporting brackets secured to the end of the car, each bracket having an outstanding arm having a stop shoulder thereon overhanging the stop flange at the corresponding side of the buffing cap; a vertically disposed pinlike securing element extending through said bracket, said pinlike element being offset laterally inwardly from a longitudinal vertical plane coincident with the inner edge of the corresponding 'stop flange of said cap, and fixed to the end of the car, clearance being provided within said cap to permit the required swinging movement of said bracket; additional securing means spaced from said securing element, extending through said bracket and fixed to the car for holding said bracket against swinging movement about the axis of the pinlike element.

JOHN H. LINK. 

